CN104118426A

CN104118426A - Method of managing available operating states in an electric vehicle powertrain

Info

Publication number: CN104118426A
Application number: CN201410171560.3A
Authority: CN
Inventors: A.H.希普; K.Y.金; S.V.拉多; J.詹克扎克
Original assignee: GM Global Technology Operations LLC
Current assignee: GM Global Technology Operations LLC
Priority date: 2013-04-26
Filing date: 2014-04-25
Publication date: 2014-10-29
Anticipated expiration: 2034-04-25
Also published as: DE102014105626A1; US8924108B2; CN104118426B; US20140324306A1

Abstract

A method of managing available operating states in an electrified powertrain includes: identifying a plurality of operating states; determining an allowable hardware operating speed range for each of the plurality of operating states; determining a real operating speed range for each of the plurality of operating states; determining an ideal operating speed range for each of the plurality of operating states, the ideal operating speed range being a subset of the allowable real operating speed range; indicating an operating state of the plurality of operating states as ideal-allowed if an actual output speed of the electrified powertrain is within the ideal operating speed range for that operating state; and commanding the electrified powertrain to operate within one of the operating states that is indicated as ideal-allowed.

Description

In electrified power transmission system of vehicle, manage the method for available running state

Technical field

The present invention relates to the method for management operating state in electrified power transmission system of vehicle.

Background technology

Motorized vehicles comprises Power Train, and it is operable as propelled vehicles and provides electric power for on-vehicle vehicle electronics package.Power Train or drive system generally include driving engine, and it provides power by multi-speed transmission for final drive system.In some vehicles, driving engine is the explosive motor of reciprocating piston type.Change-speed box can be supplied transmission fluid or transmission oil, to lubricate parts wherein.

Motor vehicle driven by mixed power utilizes the propulsion source of a plurality of replacements, with propelled vehicles, makes the dependence of engine power minimize.Hybrid-power electric vehicle (HEV) is for example incorporated to electric energy and chemical power, and is converted into mechanical horsepower, take propelled vehicles and provide power as any system of vehicle.HEV conventionally adopts one or more motors (motor/generator), its isolated operation or with explosive motor cooperation, with propelled vehicles.Battery-driven car (EV) also comprises one or more motors and the energy storing device for propelled vehicles.

Motor is converted to electric energy by kinetic energy, and electric energy can be stored in energy storing device.Electric energy from energy storing device can convert back kinetic energy subsequently, for propelled vehicles, can be maybe electronics package, auxiliary device or miscellaneous part power supply.

Summary of the invention

Manage a method for available running state in electrified Power Train, by first identifying a plurality of running statees of electrified Power Train, start, wherein each running state represents the different physiques of electrified Power Train.Electrified Power Train is configured to rotatably to drive the mode of wheel of vehicle to move under rotation output speed.Next, method comprise be identified for a plurality of running statees each allow hardware operational speed range, allow that hardware operational speed range limits by the first hardware limit and the second hardware limit.In addition, controller can be identified for each real operational speed range of a plurality of running statees, real operational speed range is the subset of allowing hardware operational speed range, and limits with the second real limit that is less than the second hardware limit by being greater than the first real limit of the first hardware limit.Desirable operational speed range can for a plurality of running statees, each be determined subsequently, wherein desirable operational speed range is the subset of allowing real operational speed range, and limits with the secondary ideal limit that is less than the second real limit by being greater than the first ideal limit of the first real limit.

Once scope determined, method can comprise if the actual output speed of electrified Power Train in the desirable operational speed range of the running state for a plurality of running statees, is appointed as this running state desirable allow; Tie up to be designated as in desirable one of them running state allowing with the electrified power transmission of order and move.

What below carry out by reference to the accompanying drawings, to implementing, in detailed description that better model of the present invention makes, can easily understand above-mentioned the features and advantages of the present invention and other feature and advantage.

Accompanying drawing explanation

Fig. 1 is the schematic diagram of hybrid-power electric vehicle Power Train.

Fig. 2 is the indicative flowchart of determining the method for available running state in Electronmotive Force transmission system.

Fig. 3 is the example graph of a plurality of running state speed ranges.

Fig. 4 is the example graph of a plurality of running state speed ranges, at a condition monitoring, arrives fault.

Fig. 5 is the example graph of a plurality of running state speed ranges.

Fig. 6 is the example graph of a plurality of running state speed ranges, and intermediateness is unavailable.

Fig. 7 is the indicative flowchart of determining the method for available running state in Electronmotive Force transmission system.

The specific embodiment

Referring to accompanying drawing, wherein identical Reference numeral is for representing the parts that various accompanying drawings are similar or identical, and Fig. 1 schematically shows battery-driven car Power Train 10.In a kind of structure, power transmission system of vehicle 10 can comprise the first traction motor 12, the second traction motor 14 and energy storage system 16 (for example battery 16).It is that the Power Train (HEV) of hybrid-power electric vehicle is, the Power Train (EREV) of the Power Train (BEV) of cell electric vehicle or extended-range electric vehicle that thereby power transmission system of vehicle 10 can be configured to.This vehicle can be under electricity (EV) pattern only with one of in traction motor 12,14 or both to be applicable to the level of propelled vehicles, produce moment of torsion.

In a kind of structure, the first and second traction motors 12,14 can be by change-speed box 18 and in mechanical attachment.Change-speed box 18 can comprise a plurality of swing pinions, power-transfer clutch and/or miscellaneous part (being torque transmitter 20), and it can connect input shaft 22 optionally, individually or in combination with transmission output shaft 24.

In a kind of structure, input shaft 22 can optionally connect the first traction motor 12, and transmission output shaft 24 can optionally connect the second traction motor 14.In a kind of structure, selectivity connects and can realize by one or more friction clutches, torque converter or other connecting devices (it can be integrated with axle 22,24), to allow each electrical motor 12,14 to transmit/receive moment of torsion under the order of transmission control module.

Change-speed box 18 can be for example electrically-variable transmission (EVT), thereby the output characteristic of the input feature of input shaft 22 and output shaft 24 needn't have fixing ratio with respect to input shaft 22 via continuously variable speed ratio.For example, in certain embodiments, even if the input speed at input shaft 22 places is zero, the output speed at output shaft 24 places can be also positive.

Torque transmitter (being jointly presented at 20) can optionally be bonded in change-speed box 18, to set up different the comparing or operational mode with back-up speed forward between input shaft 22 and output shaft 24.Transformation from a velocity ratio or pattern to another can be in response to vehicle condition and operator's (driver) demand and is occurred.Speed is than being conventionally defined as input speed divided by the output speed of change-speed box 18.Thus, low-grade location rank has high-speed ratio, and high tap position rank has lower velocity ratio relatively.

The electrically-variable transmission that comprises change-speed box 18 can be designed as operation under static stall (FG) pattern and EVT pattern.Because electrically-variable transmission is not restricted to one velocity transmitting ratio, so, replacing gear, different running statees can be called grade or pattern.When operating in static stall pattern, the rotative speed of the output shaft 24 of change-speed box 18 becomes fixed proportion with the rotative speed of input shaft 22.Electrically-variable transmission is also configured to move for being mechanically independent of final drive division, realizes thus idling and the starting of high moment of torsion continuously variable speed ratio, leading starting, regenerative brake and the tail-off of electricity.

In some designs, explosive motor 30, if Fig. 1 is with as shown in dotted line, can be for producing moments of torsion via engine output shaft 32.The moment of torsion coming from engine output shaft 32 can be used for directly promoting power transmission system of vehicle 10 (being HEV design) or provides power (being EREV design) for electrical generator 34.Electrical generator 34 can be to allow the mode of battery 16 charging to battery 16 transmit electric power (arrow 36).Power-transfer clutch can be for being optionally connected driving engine 30/disconnect with change-speed box 18 with Buffer Unit 38.Moment of torsion can be finally delivered to and drives wheel group 40 via the efferent 42 of the second traction motor 14 (and/or change-speed box 18, if the second electrical motor 14 abridged words) from the first and/or second traction motor 12,14 and/or driving engine 30.

Each traction motor 12,14 may be embodied as multi-phase permanent body/AC induction motor, and it is rated for about 60 volts to about 300 volts or larger, and this depends on vehicle design.Each traction motor 12,14 can (should be noted via power conversion module (PIM) 44 and high-voltage bus bar 46, for clear, the schematically showing from Fig. 1 of high-voltage bus bar that extends to the second traction motor 14 omitted) be electrically connected to battery 16.PIM44 can be configured to conventionally for by DC power transfer being AC power and reverse transformation as required.Traction motor 12 initiatively operate to electrical generator (for example by during regenerative brake event, obtain energy or when being driven by explosive motor 30) time, battery 16 can optionally be used from the first traction motor 12 and the moment of torsion that comes and charging.In certain embodiments, plug-type HEV (PHEV) for example, when power transmission system of vehicle 10 idling, battery 16 can be via charging from car power supply (not shown).

Traction motor 12,14 the two, change-speed box 18 and driving engine 30 can carry out electronic communication with controller 50.In a kind of structure, controller 50 can for example comprise for the engine control module 52 (ECM52) of control engine 30 operations, for controlling the hybrid power control module 54 (HCM54) of traction motor 12,14 operations and/or the transmission control module 56 (TCM56) of moving for controlling change-speed box 18.Controller 50 may be embodied as one or more digital computers or data processing equipment, and each has one or more microcontrollers or central processing unit (CPU), read-only memory (ROM) (ROM), random access storage device (RAM), EPROM (EEPROM), high-frequency clock, analog to digital (A/D) and digital-to-analog (D/A) circuit and any required I/O (I/O) circuit and/or signal modulation and buffer circuit.

ECM52, HCM54 and TCM56 may be embodied as software or hardware and separated or not separated on entity each other.In a kind of structure, module 52,54,56 can be the function demarcating of carrying out by the Same Physical structure of controller 50.In another structure, each module 52,54,56 can be included into the hardware computer device of himself.In any case, each module 52,54,56 can with other module 52,54,56 digital communications, to coordinate the overall behavior of power transmission system of vehicle 10.Each module 52,54,56 can be configured to automatically carry out one or more control/handlers, and it may be embodied as software or the firmware relevant to module 52,54,56.It should be noted that for object clearly, described this concrete structure of " module ".But in fact, any concrete function of describing in a module therein can be carried out by another module, or alternatively, all functions can be carried out by controller 50 simply and needn't single area sub-module.

Conventionally, various hardware componenies as above can optionally engage adjacent components, to form the torque transmission paths from one or more source of torque (being traction motor 12,14 and driving engine 30) to vehicular drive wheel 40.Engage/each combination of the parts of throwing off, the source of torque of running/not running and torque producing mode/torque consumption pattern (for electrical motor 12,14) can be used as " running state " conventionally.

In a kind of structure, controller 50 may further include state management module 58 (SMM58), its can be arranged in ECM52, HCM54 and TCM56 any one, maybe can separate, roughly as directed.SMM58 can receive from user's (for example, from accelerator pedal 60) and next torque request, and definite optimal operational condition, to realize expectation torque request.SMM58 can select running state with prediction mode, and the trend of described prediction mode prediction acceleration/deceleration also prevents that electric power transmission system of vehicle 10 from damaging various electrical motor as above or the integraty of transmission components or the mode in life-span with meeting and moving simultaneously.

Each running state can have for example, corresponding hardware limit for various parameters (speed, moment of torsion and temperature).If Power Train surpasses hardware limit operation under concrete state, the one or more parts in system have the possibility (lose it and moment of torsion is delivered to the ability of wheel of vehicle from source of torque) of the inefficacy of remarkable increase.Conventionally, hardware limit can depend on physical factor, for example each part design, structure, lubricated and/or layout.

In order to protect hardware limit unexpectedly to be exceeded, controller 50 can comprise velocity request clipper 62, if hardware limit is just approached, it can change in the behavior of Power Train 10 and/or Power Train 10 torque capacity that produces/consume.Velocity request clipper 62 conventionally can saturated by the torque capacity that made to call request before request is delivered to ECM/HCM (saturate) and is moved in software.By this way, if hardware limit is just being approached and velocity request clipper 62 must be got involved, the performance of vehicle and/or responsibility will be affected significantly.

SMM58 can comprise optimizer 64 and upstate recognizer 66.Optimizer 64 can receive torque request and select optimal operational condition from can realize the available running state of Expected Response from user.The list of available running state can produce by upstate recognizer 66, and can be for optimizer 64.

Fig. 2 shows the method 70 of determining available running state in Electronmotive Force transmission system.Method 70 can for example be carried out via upstate recognizer 66 by SMM58.Method 70 may be embodied as software program, and it can finally be carried out by controller 50.All running statees that method can may reside in by identification in Electronmotive Force transmission system 72 start.Fig. 3 schematically shows the curve 90 of a plurality of such running statees 92, and horizontal axis 94 represents state parameter (for example speed, moment of torsion or temperature), and for object clearly, vertical axis 96 is only for expression state.For object clearly, Fig. 3 only shows the scope for 1 parameter of each state, but in fact, this method can expand to the situation of a unlimited parameter (n parameter).

Aspect clear description this method 70, the state 92 of Fig. 3 will be analogized to continuous gear, but in fact, and as above, state in fact can represent the discrete state of more complicated significantly system.Use gear analogy, Fig. 3 shows six discontinuous gears (being state 98a-98f) subsequently, they can be along vertical axis 96 sequences of curve Figure 90, the gear for example, with high transmission ratio (gear 1) is shown as 98a, and the gear (for example gear 6) with low-low gear ratio is shown as 98f.In addition, in this analogy, horizontal axis 94 can represent last output speed.As will be appreciated, the gear in typical change-speed box is normally continuous, means that they use in an orderly way.In other words, in order to be converted to 98c from gear/state 98a, in the middle of commonly using, gear/state 98b/ changes through middle gear/state 98b.This orderly mode for example can be shared common hardware (its must in the situation that be reconstructed before engaging new state) at gear 98a and 98c and occur.

For a plurality of running state 90 each, actual hardware limit 100 shows with dotted line, and the hardware limit 102 that Negotiation speed request clipper 62 applies is shown as in actual hardware limit 100.In addition, " really " limit 104 can apply by system in the clipper limit 102.These " really " limit 104 can change for forced state before being limited in fail-safe mode in system.In other words, velocity request clipper 62 is clippers as a last resort.The real limit 104 can represent the extreme serviceability of the expectation in a state, and in the hard limiter limit 102 limiting by given safety factor.

Refer again to Fig. 2, once all running statees are identified in step 72, controller 50 can, subsequently at the various states of step 74 investigation, can cause the disabled fault of this state to determine whether to exist in any state on entity.In one embodiment, controller 50 can carry out direct communication by the diagnostic sensor relevant to each corresponding state and carry out fault detection in step 74.In another embodiment, controller 50 can be compared and in the mode of reasoning, be carried out fault detection in step 74 by the behavior of certain is known or expectation and the current or behavior in the past of system reality.Fig. 4 illustrates in general the gear system of Fig. 3, and wherein fault 110 is detected at gear 5 (state 98e), its can cause gear 6 (state 98f) to move or entity on unavailable.

Refer again to Fig. 2, fault detection occurs in step 74, at step 76 middle controller 50, can determine subsequently whether fault prevents that other ontologies of states from can use.For example, as shown in Figure 4, wherein perpendicular line 112 represents current car speed 94, and fault 110 can prevent that following gearshift is to gear 6 (state 98f).In other words, because gear is sorted, it is impossible or unpractiaca directly from gear 4 (state 98d) gearshift, to gear 6 (state 98f), not using gear 5 (state 98e).The feature of this sequence with together with fault on gear 5 (state 98e), can make lower than gear 5 (state 98e) in the situation that at present speed 112 its finally upper gear to gear 6 (state 98f).

Refer again to Fig. 2, once the list of all states (determining in step 72) has been reduced to eliminate faulty condition (in step 74) and fault prevents state (in step 76), in the situation that the current condition of service of given goal systems and/or vehicle, controller can determine that in (in step 78) residual state, which is " being really allowed to " subsequently.As used herein, if current operational factor is set up in the real limit 104 in the institute of a state, this state is by " real permission ".For example, Fig. 5 illustrates in general the diagram of curves of Fig. 4, and for object clearly, actual hardware limit 100 and the hard limiter limit 102 are removed (only having left the real limit 104).At this diagram of curves device, given current running velocity 112, gear 1,2 and 3 (state 98a, 98b and 98c)) " being really allowed to ", and gear 4 (state 98d) is not.

Once determine that in step 78 which state is " being really allowed to ", can shine upon (map) to the current state of enabling (seeing Fig. 2) in step 80 for any real limit of adjacent states.Fig. 5 shows the limit 114 " mapping " of really shifting gears is arrived to gear 1 (state 98a), and this limit 114 is corresponding to the limes superiors of gear 2 (state 98b).It should be noted that Fig. 5 is the enlarged view of the gear 1-3 of Fig. 4.When needing intermediate state of operation, in step 80, the mapping of the real limit can be necessary, although can have the real range of operation of the real limit that does not extend to current running state.

For example, as Fig. 5 roughly illustrates, vehicle can operate in gear 1 (state 98a) at point 116.At period of acceleration, can wish that controller 50 is from gear 1 gear 3 (state 98c) that performs, although can need, through gear 2 (state 98b), change or have gearshift to the risk of neutral.If for example gear/state 1 and 3 requires same hardware, and gear 2 is separated for example, to allow the hardware of gear 1/3 to change if having time (dual-clutch transmission is such), can have such situation.If system remains on gear 1 after the real gearshift limit 114 (being entry range 118) through mapping, gear 2 (state 98b) will no longer " really be allowed to " and gearshift can be limited.Therefore, the limit 114 of really shifting gears becomes the new upper real limit of gear 1 (state 98a).

Although providing, description above determines a kind of method is actual being allowed to which running state in Electronmotive Force transmission system, as as described in, but it does not consider any hysteresis (lag), this hysteresis is intrinsic during to another from a state-transition, and it does not consider admissible other expected performance features during gearshift is optimized yet.By this way, at step 82 (Fig. 2), controller 50 can apply various " ideal " gearshift limit 120, and they can be by enough and to spare 122 from the real limit 104 or the limit 114 separation of really shifting gears, as roughly illustrated at Fig. 5.

By shift gears enough and to spare 122 that the limit 120 and the real limit 104 or the limit 114 of really shifting gears separate of ideal, can be that fixed value can be maybe the function of one or more operational factors (for example speed, moment of torsion, acceleration/accel etc.).In either case, the desirable gearshift limit 120 can be set as making, in the situation that the rate of change of given parameters and realizing the required time of state-transition, between tour, the real limit 104 can not be breached.For example, as shown in Figure 5, if speed 112 is accelerated and controller 50 is just realized in the real gearshift limit 114 places gearshift, the required time of shifting gears, acceleration/accel and probably make the real limit be exceeded with the degree of closeness of the real limit 104 of gear 2 (state 98b).

In one embodiment, the desirable gearshift limit 120 can be only the limit of expectation/prediction, and it can be for counting acceleration/deceleration and the gearshift number of times of monitored parameter.In another embodiment, other factors can count, and, Power Train synchronous such as but not limited to gearshift shakes (powertrain jerk), power capability, Power Train efficiency, cell charging/discharging capacity, battery charging state and/or temperature.

If running state not is subsequently (for example, at the upper et out of order 110 of gear 2 (state 98b), example as shown in Figure 6), in step 84, controller 50 can be ignored ideal in the current running state gearshift limit 120, really the shift gears limit 114 and/or the real limit 104, to intervene so that the slight increase of range of operation to be provided before 102 place's limited speed/moments of torsion at velocity request clipper 62.

Fig. 7 shows method 130, and it is similar to the method that Fig. 2 provides.Method 130 starts from step 132 by identifying all running statees.Method 130 advances to step 134, can calculate (or checking from the look-up table of storage) for each hard limiter limit 102 of each state at this place's controller 50, and in the real limit 104 of step 136 rated condition.This process can circulate, until found these values for each state.

In step 138, controller 50 can determine whether concrete state is really allowed to.If not, method 130 can obtain conclusion 140, and state can't be allowed ideally.But if controller 50 determines that state is really allowed 138, whether it can there is the state being also really allowed to that may be shifted in 142 inquiries subsequently.If so, in step 144, the contiguous real gearshift limit can be mapped to current state, and in step 146, except the real gearshift limit can be applied ideal limit.If do not have state can be switched to the state being really allowed to 142, controller 50 can be in 148 any desirable or real limit of having applied of ignoring this concrete running state.In step 150, controller can determine that current operational factor is whether in ideal limit subsequently, described ideal limit be successfully or desirable gearshift for adjacent states required.If the limit is satisfied, 152, adjacent states can be considered to desirable and allow.Or 140, controller 50 can obtain conclusion, state is not desirable permission.This process can be for the combination circulation of all adjacent states and/or state.Finally, be considered to " desirable permission " any state and can be passed to subsequently optimizer 64, optimum regime can be selected therein, via ECM52, HCM54 and TCM56, by order, is occurred, and wherein it can be for carrying out the torque request from user.

Although carried out detailed description to carrying out better model of the present invention, it is routine that those skilled in the art can learn that being used in the scope of appended claim implemented many replacement design and implementations of the present invention.Object be above-mentioned and in the accompanying drawings shown in all the elements should be understood to only be exemplary and not restrictive.

Claims

1. a method of managing available running state in electrified Power Train, it comprises:

Identify a plurality of running statees of electrified Power Train, each running state represents the different physiques of electrified Power Train, and wherein electrified Power Train is configured to rotatably to drive the mode of wheel of vehicle to move under rotation output speed;

Be identified for a plurality of running statees each allow hardware operational speed range, allow that hardware operational speed range limits by the first hardware limit and the second hardware limit;

Be identified for each real operational speed range of a plurality of running statees, real operational speed range is the subset of allowing hardware operational speed range, and limits with the second real limit that is less than the second hardware limit by being greater than the first real limit of the first hardware limit;

Be identified for each desirable operational speed range of a plurality of running statees, desirable operational speed range is the subset of allowing real operational speed range, and limits with the secondary ideal limit that is less than the second real limit by being greater than the first ideal limit of the first real limit;

If the actual output speed of electrified Power Train in the desirable operational speed range of the running state for a plurality of running statees, is appointed as this running state desirable permission; With

Order electrified power transmission to tie up to be designated as in desirable one of them running state allowing and move.

2. the method for claim 1, wherein electrified Power Train comprises electrical motor, change-speed box and explosive motor, wherein electrical motor and explosive motor are connected to the input shaft of change-speed box, and wherein wheel of vehicle is connected to the output shaft of change-speed box, and wherein the cooperation of electrical motor and explosive motor to drive wheel via change-speed box with rotation output speed;

Wherein electrified Power Train further comprises: engine control module, and it is configured to control the operation of explosive motor; Hybrid power control module, it is configured to control the operation of electrical motor; And transmission control module, it is configured to control the operation of change-speed box; With

Wherein order electrified power transmission to tie up to be designated as in desirable one of them running state allowing and move and comprise, request is provided to at least one in engine control module, hybrid power control module and transmission control module.

3. the method for claim 1, if rotation output speed beyond for any definite hardware operational speed range of each running state, prevents that electrified power transmission from tying up under this running state and moves.

4. the method for claim 1, is further included in the first running state of a plurality of running statees and forms the real gearshift limit, and the limit of really shifting gears is corresponding to the second real limit of the second running state of a plurality of running statees.

5. method as claimed in claim 4, the limit of wherein really shifting gears is between the first real limit and the second real limit of the first running state, and the limit of wherein really shifting gears is in the rotation output speed identical with the second real limit of the second running state.

6. method as claimed in claim 5, wherein the secondary ideal limit in the first running state is less than the real gearshift limit in the first running state.

7. the method for claim 1, further comprises and detects the fault at least one running state in a plurality of running statees; With running state from a plurality of identifications, remove at least one running state in bad order.

8. a method of managing available running state in electrified Power Train, it comprises:

Identification can be present in more than first running state in Electronmotive Force transmission system;

Identify the first running state that drives wheel of vehicle with output speed that is used in more than first running state;

Determine the fault in the second running state in more than first running state, this fault prevents that the second running state is for driving wheel of vehicle;

Determine whether fault in the second running state prevents that the 3rd running state in more than first running state is for driving wheel of vehicle;

Identification can be used for driving more than second running state of wheel of vehicle;

From more than second running state, determine the 3rd many running statees, wherein the output speed of wheel of vehicle is in the first output speed scope for the 3rd many each running state of running state;

From the 3rd many running statees, determine the 4th many running statees, wherein the output speed of wheel of vehicle is in the second output speed scope for the 4th many each running state of running state;

Wherein by the first enough and to spare of each running state for the 4th many running statees, in the range of operation of the first output speed scope in extreme hardware constraints; Wherein, by the second enough and to spare of each running state for the 4th many running statees, the second output speed scope is within the scope of the first output speed; With

If the 4th running state can be used, electrified Power Train is converted to from the 4th many 4th running statees that running state is selected from the first running state.

9. method as claimed in claim 8, wherein the output speed of wheel of vehicle accelerates, and wherein before output speed surpasses the second output speed scope of the first running state, changes.

10. method as claimed in claim 8, further comprises the gearshift limit mapping from the 4th running state to the first running state, under the output speed that the gearshift limit overlaps on the border of the second output speed scope with for the 4th running state, occurs.